The testimony indicated that it took the crew several minutes to haul in the line at the after end, which had been let go by the tug. The length of line paid out to the tug was estimated at between 60 and 120 metres. The reasons for the delay in hauling the line on board could not be determined. The main engine could not be engaged until the line was completely hauled on board to avoid the line fouling the propeller. It was estimated that the vessel drifted over about 500 metres before grounding on the shoal. The current and the wind contributed significantly to the rate of drift, which was estimated at about 2.4knots, and the vessel grounded before the main engine could be used. The draught confirmed to the pilot was 10.21m, and the water depth at the wharf was 10.04m at amidships on the port side when the vessel was still at the berth. According to witness statements, the vessel was resting on the bottom at the time of departure, and she was seen to be listing to port after leaving the berth. On 25August 1995, after being refloated, the vessel was still listing to port, and the maximum draught was 10.54m at amidships on the port side, although the average draught was still 10.21m. The list appears to have been caused by a transfer of water ballast from the forepeak to the No.2 port double-bottom tank because of a non-watertight valve in the ballast pumping system.Analysis The testimony indicated that it took the crew several minutes to haul in the line at the after end, which had been let go by the tug. The length of line paid out to the tug was estimated at between 60 and 120 metres. The reasons for the delay in hauling the line on board could not be determined. The main engine could not be engaged until the line was completely hauled on board to avoid the line fouling the propeller. It was estimated that the vessel drifted over about 500 metres before grounding on the shoal. The current and the wind contributed significantly to the rate of drift, which was estimated at about 2.4knots, and the vessel grounded before the main engine could be used. The draught confirmed to the pilot was 10.21m, and the water depth at the wharf was 10.04m at amidships on the port side when the vessel was still at the berth. According to witness statements, the vessel was resting on the bottom at the time of departure, and she was seen to be listing to port after leaving the berth. On 25August 1995, after being refloated, the vessel was still listing to port, and the maximum draught was 10.54m at amidships on the port side, although the average draught was still 10.21m. The list appears to have been caused by a transfer of water ballast from the forepeak to the No.2 port double-bottom tank because of a non-watertight valve in the ballast pumping system. As soon as the vessel had been turned by the two tugs and was ready to get under way, the line that had been used to move the vessel fell down close to the propeller. The main engine could not be engaged because it took the crew several minutes to haul the line on board. The current and the strong winds carried the vessel toward a shoal with a depth of 8.8m, as marked on CHS chart No.1338. The draught was greater than that observed at the wharf, since the vessel had been resting on the bottom at that time. The vessel grounded just as the main engine was engaged for forward motion.Findings As soon as the vessel had been turned by the two tugs and was ready to get under way, the line that had been used to move the vessel fell down close to the propeller. The main engine could not be engaged because it took the crew several minutes to haul the line on board. The current and the strong winds carried the vessel toward a shoal with a depth of 8.8m, as marked on CHS chart No.1338. The draught was greater than that observed at the wharf, since the vessel had been resting on the bottom at that time. The vessel grounded just as the main engine was engaged for forward motion. The VAKHTANGOV grounded in the Port of Sorel because the line on the after end fell down close to the propeller, making use of the main engine risky. The time it took the crew to haul in the line at the after end, the strong winds and the downstream current all contributed to the vessel drifting toward the shoal.Causes And Contributing Factors The VAKHTANGOV grounded in the Port of Sorel because the line on the after end fell down close to the propeller, making use of the main engine risky. The time it took the crew to haul in the line at the after end, the strong winds and the downstream current all contributed to the vessel drifting toward the shoal.